JP7502331B2 - Stabilizer assembly for double track vehicles - Google Patents

Description

The invention relates to a stabilizer assembly for a two-track vehicle that leaves two tracks after travelling according to the preamble of claim 1 and to a method for operating such a stabilizer assembly according to independent claim 7. Regarding the prior art, reference is made, for example, to DE 10 2006 051 682 A1 and DE 10 2014 018 732 A1.

Various road excitations acting on the wheels of a vehicle, for example in the case of uneven road conditions or when a double-track vehicle is turning, can lead to undesirable rolling and/or pitching movements of the vehicle. This can have a negative effect on and alter driving safety, driving dynamics and comfort. In order to reduce or damp these rolling and/or pitching movements, it is known from the prior art to install so-called stabilizers, i.e. special suspension systems, on one or both axles of the vehicle. A distinction is made here between three different types of stabilizers. The so-called passive stabilizers work according to the torsion bar principle. An integral torsion bar is arranged parallel to the axle structure of the vehicle and is attached at both ends to the wheel suspension. The various vertical movements of the wheels are compensated by the elastic deformation or rotation of this torsion bar stabilizer. However, passive stabilizers can only temporarily store the absorbed kinetic energy and then release it again. The reaction forces absorbed by the system are in this case uncontrollable and give rise to relative movements that occur depending on the driving situation. Passive stabilizers, due to their dimensions and material properties, are set to a certain spring constant and can only absorb torsional forces of a certain magnitude and generate corresponding reaction forces. This creates a conflict between comfort, i.e. the desired soft suspension, and driving dynamics and safety, i.e. the desired stiff suspension. For this reason, passive stabilizers are basically only suitable to a limited extent, especially for vehicles intended for both on-road and off-road use.

In addition to the passive stabilizers mentioned above, there are also so-called active stabilizers, which are usually composed of two parts. One end of each stabilizer half is connected to the wheels or wheel suspension of the vehicle. The two stabilizer halves are then usually connected to each other by a suitable actuator, which actively rotates the two stabilizer halves relative to each other by a suitable control system. In contrast to passive stabilizers, active stabilizers can introduce forces and torques between the body and the chassis as required to generate the desired travel distance. These forces are no longer the result of the body motion, but are a function of any variable, such as lateral acceleration or roll angle. For example, when turning, the roll angle can be reduced and the body can be brought into a horizontal position by applying a certain roll resistance torque and actively rotating the stabilizer. In uncoupling when the vehicle is moving straight, no vertical moment is applied to the vehicle axles, so the copying effect is reduced and driving comfort can be significantly improved. Thus, the aforementioned conflict between comfort and driving dynamics can be resolved by active stabilizers. However, such active systems rely on external energy (pumping devices, motors, etc.), which creates additional costs, weight and installation space problems.

In addition, so-called semi-active stabilizers are also known from the prior art, in which no pumping device is provided, but the working chambers of one or more semi-active actuators, for example the slewing motor, are connected to one another via actively controlled valves. Here, the volume flow between the working chambers is controlled by a valve. The control of the semi-active chassis system is carried out in response to undesired vehicle movements, since in order to generate a volume flow between the working chambers, a movement of the actuator, for example the rotor of the slewing motor, is necessary, which causes forces to be stored in the chassis system for countering undesired vehicle movements. Thus, only energy is required to control the valve. However, in contrast to active stabilizers, in semi-active stabilizers, no forces are actively applied, but instead the damping effect is generated exclusively depending on the rolling and/or pitching movements of the vehicle depending on the valve position (i.e. by switching between two characteristic curves). The above-mentioned German Patent Application DE 10 2006 051 682 A1 describes, for example, a switchable stabilizer assembly for a vehicle, in particular for stabilizing rolling. The stabilizer assembly comprises a first and a second stabilizer half respectively coupled to the wheels of the vehicle, the first and second stabilizer halves being coupled so as to be rotatable relative to each other about a longitudinal axis by a hydraulic semi-active actuator. Here, the actuator has at least two working chambers filled with a working medium and includes at least one fluid-guiding connection between the at least two working chambers, the passage cross-sectional area of which is variable. The working chamber of the actuator itself is not elastically deformable. Instead, spring elements are arranged in the at least two working chambers of the actuator and/or in the at least two further working chambers of the actuator, the spring elements being supported between the rotor and the stator of the actuator.

However, this prior art has the disadvantage that the volumetric flow of the working medium is strongly restricted by the deflection of the spring element. Furthermore, it is difficult to ensure a low-cost and low-effort sealing system for the stabilizer assembly.

DE 10 2014 018 732 A1 shows a vehicle stabilizer in which hydraulic chambers are fluidly connected to one another by a frequency-sensitive high-pass valve.

The object of the present invention is to provide an optimized and uncomplicated sealing system as well as a vehicle stabilizer that is optimized with respect to the volumetric flow of the working medium.

The solution to this object is achieved by a stabilizer assembly for a double-track vehicle having the features of claim 1 and a method for operating such a stabilizer assembly according to independent claim 7. Advantageous configurations and further developments are the subject of the dependent claims.

Proposed is a vehicle stabilizer assembly, particularly for stabilizing roll, that is operable with or switchable between at least two spring characteristics.

The stabilizer assembly includes first and second stabilizer halves that are respectively coupled to the wheels of the vehicle.

The stabilizer halves are each coupled to a spring element such that they can rotate relative to one another about the longitudinal axis. This coupling with the spring element provides a first spring characteristic with which the stabilizer assembly is operable. In this configuration, the spring constant or first spring characteristic, respectively, is adjustable by the spring stiffness of the spring element.

The spring element is preferably configured as a torsion bar spring connecting the two stabilizer halves. This torsion bar spring can be configured as a rubber rod, for example. The torsion bar spring is thus used as a torsion spring that can buffer or damp the torsional movement of the stabilizer halves. Alternatively, the spring element is a torsion spring that is connected to at least one of the stabilizer halves, and the two stabilizer halves can be connected to each other via a rod element. This rod element is not configured as a torsion spring, but as a (substantially) inelastic rigid rod. In this case, the torsion spring can be, for example, a coil spring arranged on one of the two stabilizer halves, the coil spring being arranged such that its spring axis is at least approximately parallel to the rotation axis of the wheel. In this way, the coil spring can buffer or damp the rotational movement of the two stabilizer halves.

The stabilizer assembly further includes a hydraulic (e.g., semi-active) actuator that can hydraulically couple the two stabilizer halves such that they can rotate relative to one another about the longitudinal axis.

Here, the actuator comprises at least two working chambers filled with a working medium and connected to each other by a fluid-guiding connection. When the actuator is actuated, a fluid flow of the working medium occurs between the working chambers. The volumetric flow of the working medium through the fluid-guiding connection can realize a damping effect. The hydraulic actuator is active (operable) when the fluid-guiding connection between the two working chambers is formed.

When the hydraulic actuator operates, the stabilizer assembly operates with at least one second spring characteristic. Depending on whether the spring element or the hydraulic actuator provides the cushioning or damping, the spring characteristic may also be referred to as a damper characteristic.

Hydraulic actuators are preferably devices that are not electrically or mechanically driven motors and that do not require external energy (except for the setting or releasing of an actuating element, as the case may be) yet still produce a purely passive change in the system.

In certain circumstances, a higher level of damping or cushioning of the rolling motion is required, where the damping or cushioning provided by the spring element is no longer sufficient. In these circumstances, it is preferred that a fluid guided connection is made, i.e., a hydraulic actuator is activated and the stabilizer assembly operates with at least a second spring characteristic (or some further spring characteristic).

The term "semi-active" (which denotes a preferred configuration of the actuator) means, in the sense of the present invention, that the supply of external energy is only necessary for the modification of the passage cross-sectional area or for the preferred active opening and closing of said fluid-guiding connections between the working chambers, respectively. In contrast to the active stabilizers already mentioned above, no supply of external energy is required to introduce rotational or damping forces.

Furthermore, it is provided that the actuator includes a transmission unit configured to convert a rotational movement of the stabilizer half into a translational movement of an intermediate element arranged between the two working chambers, thereby generating a volumetric flow of the working medium between the two working chambers by means of a fluid guiding connection.

This transmission unit in particular includes a so-called rotation-translation converter. The latter is preferably connected to the stabilizer half by an interlocking fit.

When the actuator is actuated (i.e. when there is a hydraulic flow through the fluid guiding connections of the two working chambers), the rotational movement of the stabilizer halves can be converted by the transmission unit, in particular the rotation-translation converter, into a translational movement of an intermediate element arranged between or separating the two working chambers from one another.

When the actuator is actuated, the volumetric flow of the working medium can be adjusted by the pitch of the transmission unit or the pitch of the meshing of the rotation-translation converter. Exemplary configurations of such a stabilizer assembly, including such a transmission unit or rotation-translation converter, can be taken from the figures and the associated description of the figures.

In contrast to the prior art, where the volumetric flow of the working medium is limited by the deflection of the spring elements, the present invention makes it possible to ensure that the volumetric flow of the working medium is highly variable and unrestricted, thus optimizing the damping force.

In a preferred embodiment of the invention, it is provided that the fluid-guiding connection (or the further fluid-guiding connections of the two working chambers) comprises a so-called frequency-sensitive valve. In such a case, the fluid-guiding connection does not necessarily have to comprise an actively controllable actuating element (or valve) for actively opening and closing the fluid-guiding connection. This is because the frequency-sensitive valve alone allows for a frequency-dependent damping of the vibrations (without external control or energy supply). Thus, when using a frequency-sensitive valve (without an actively controllable actuating element), the actuator represents a purely passive arrangement that does not require an external energy supply for actuation and operation. The fluid-guiding connection is therefore open, closed or partially open only depending on the vibration frequency of the stabilizer half.

Such a frequency-sensitive actuating element can provide a frequency-sensitive damping effect that can change the passage cross-sectional area of the fluid guiding connection depending on the vibration frequency of the stabilizer assembly or the two stabilizer halves due to the rolling motion.

The frequency-sensitive valve can detect the vibration frequency of the working medium and automatically open and close in a certain frequency range. For this purpose, the damping force provided by the frequency-sensitive valve of the fluid chamber is preferably configured, with respect to the operating frequency of the vehicle or the operating frequency of the stabilizer movement, such that a small damping force is realized at high frequencies (especially frequencies in the range higher than 2-5 Hz) and a large damping force is realized at low frequencies (especially frequencies in the range lower than 2-5 Hz).

Preferably, the fluid conducting connections between the working chambers are configured in the form of conduits or channels.

When the actuator is actuated, the fluid conducting connection between the working chambers is preferably opened.

In a further advantageous embodiment of the invention, and alternatively or in addition to a frequency-sensitive valve, an actuating element (e.g. a valve) associated with the actuator and modifying the passage cross-sectional area of the connection is connected to the control unit. In a particularly preferred configuration of the invention, the control unit is configured as an open/closed loop control unit.

Here, it is preferably provided that the actuator is actuated by switching the actuating element such that a fluid-guiding connection between the working chambers is (at least partially) formed. The actuator is deactivated when the fluid-guiding connection between the working chambers is interrupted, i.e. when the preferred actuating element is switched to interrupt the fluid-guiding connection. In contrast to the preferred frequency-sensitive valves described above, the preferred actuating elements require an external energy supply or energization in order to be switched into the various positions (e.g. open and closed positions). When using such actuating elements, the actuator is no longer merely passive, but is configured in the form of a semi-active actuator already described above.

The actuating element can completely disconnect the fluid-guiding connection, completely open it or simply reduce its passage cross-sectional area without causing a complete disconnection or blocking of the connection. Depending on the speed of the working medium flowing into the fluid-guiding connection during the translational movement of the intermediate element, different throttling effects and thus additional damping effects can be simultaneously realized by only partially closing the connection.

The change in the passage cross-section, for example by the actuating element, is preferably realized here by active control. Apart from this active control (preferably by the control unit), no further external energy supply is required to perform the preferred switchable stabilization function. In the de-energized state, the actuating element is preferably in the closed state and the actuator is not activated. In this case, no fluid guiding connection occurs between the working chambers, the hydraulic actuator is not activated and thus no hydraulic damping action occurs.

As already known, it is preferred to use an actuating element, in particular a valve, to form the fluid-guiding connection of the working chamber. The actuating element can be arranged either alternatively or in addition to the already mentioned preferred frequency-sensitive valve.

A method for operating a stabilizer assembly constructed according to any one of claims 1 to 6 is also proposed. In a first step, a rolling movement of the vehicle is detected, for example by a suitable sensor in the vehicle.

The so-called damper reference value is then calculated or determined. The damper reference value is a reference value indicating in which spring characteristic the stabilizer assembly should be operated in the respective situation (i.e. timing). For example, the damper reference value can mean either operation of the stabilizer assembly with a first spring characteristic (i.e. with the fluid guiding connection cut off and thus the actuator not activated) or with a second spring characteristic (i.e. with the fluid guiding connection made and thus the actuator activated). The first damper reference value here means that the stabilizer assembly operates with the second spring characteristic. The second damper reference value means that the stabilizer assembly operates with the first spring characteristic.

This damping reference value is preferably set or calculated depending on specific boundary conditions. Thus, the actuator is preferably activated or deactivated depending on these specific boundary conditions. In other words, the fluid guiding connection is made or blocked depending on said boundary conditions or depending on a specific operating mode. Thus, it is preferably provided that the actuating element (preferably representing a valve) is open, closed or partially closed depending on these specific boundary conditions.

Possible boundary conditions may be, for example, the lateral acceleration of the vehicle, the wheel height level, the steering angle, the rolling angle, information from the navigation system, etc. Furthermore, in particular driving modes adapted by the driver of the vehicle or automatically adapted to the driving situation represent such boundary conditions.

For example, when detecting curvy driving based on a constantly changing steering angle, the control unit can set a second damper reference value and block the fluid guide connection (and thus deactivate the actuator). There is thus no fluid flow between the two working chambers. Furthermore, the driver of the vehicle himself can activate a so-called sport mode by means of the activation unit, thus desiring a more accurate road feedback and a more realistic driving experience. It is therefore provided that, when activation of such a driving mode, such as the sport mode, is detected, the second damper reference value is preferably set, the actuator is deactivated and the stabilizer assembly operates with the first spring characteristic defined by the spring element.

When the fluid-guiding connection between the working chambers is blocked, for example by a closing unit or a closing valve, the two working chambers can no longer communicate freely with the working medium, there is no fluid flow between the working chambers and the two stabilizer halves are maximally coupled. The stabilizer assembly operates with a first spring characteristic determined by the spring elements. If a torsion bar spring is used as the spring element, a passive stabilizer is formed. The latter has the load-displacement characteristics of a conventional integral stabilizer according to the torsion bar principle. In this maximally coupled state, the stabilizer shows its stiffest or most rigid effect.

On the other hand, if information from the navigation system indicates that the vehicle will behave primarily in a straight line for some time (e.g., on a long highway trip), a first damper reference value can be set and a fluid guiding connection formed, thereby activating the actuator.

In such a case, the driver himself can still specify a particular comfort preference for the vehicle by activating an operating element to activate a driving mode, such as a so-called comfort mode. Furthermore, upon detection of activation of such a comfort mode, a first damper reference value is set, an actuator is activated, and the stabilizer assembly preferably operates with a second spring characteristic that is predetermined by the hydraulic damping action of the actuator.

Furthermore, preferably, the hydraulic damping action at the adjusted first damper reference value (i.e. with the actuator actuated) can be performed by a frequency-sensitive valve depending on the vibration frequency of the stabilizer halves. The actuating element or valve is switched so that a fluid-guiding connection of the working chamber is formed. The passage cross-sectional area of the fluid-guiding connection is adjusted by the frequency-sensitive valve depending on the frequency without the supply of external energy. In such a situation, the stabilizer assembly operates with the mentioned variable spring characteristic or according to the spring characteristic curve. From the point of view of the damping capacity, it is possible to operate the stabilizer assembly in a range between the first spring characteristic (i.e. with the valve fully open) and the second spring characteristic (i.e. with the valve fully closed) or with values between them depending on the vibration frequency of the actuator or the vibration frequency of the stabilizer halves with each other.

For example, oil or a working fluid can be used as the working medium or the above-mentioned fluid filled in each working chamber.

In this way, a (e.g. switchable) stabilizer assembly can be advantageously provided, by means of a semi-active embodiment or a passive embodiment when using a frequency-sensitive valve, which requires little (or no) energy and can nevertheless be operated with at least two spring characteristics (or even according to characteristic curves). Furthermore, in contrast to the prior art, the transmission unit according to the invention allows a more variable and unrestricted volumetric flow of the working medium during the hydraulic damping action, thus optimizing the hydraulic damping action. In addition, the stabilizer assembly according to the invention makes it possible to provide a sealing system that is optimized in terms of complexity and design. Thus, instead of a complex sealing system as known from the prior art, in this case only a conventional standard sealing system is required.

These and further features are evident not only from the claims and the description but also from the drawings, and the individual features can in each case be realized alone or in several cases in the form of subcombinations in certain embodiments of the invention and can represent advantageous embodiments for which protection is claimed here as well as embodiments which can be protected alone.

In the following, the invention will be further described using two exemplary embodiments. All features described in more detail may be essential for the invention.

FIG. 2 shows a first exemplary embodiment of a stabilizer assembly according to the invention for a double-track vehicle, in a cross-sectional view through the longitudinal axis of the stabilizer assembly, with the fluid guiding connections in a closed position. FIG. 2 shows a first exemplary embodiment of a stabilizer assembly according to the invention for a double-track vehicle, in a cross-sectional view through the longitudinal axis of the stabilizer assembly, with its connections in an open position. FIG. 2 illustrates a second exemplary embodiment of a stabilizer assembly according to the present invention in a cross-sectional view through the longitudinal axis of the stabilizer assembly.

1 shows a first embodiment of a stabilizer assembly in a cross-sectional view through the longitudinal axis of the stabilizer assembly for a double-track vehicle. Here, the stabilizer assembly comprises a first and a second stabilizer half 1, 2, which are respectively connected to the wheels (not shown) of the vehicle. The two stabilizer halves 1, 2 are connected by a rubber rod 3 configured as a torsion bar spring so that they can rotate relative to each other about the longitudinal axis A. During a rolling movement of the vehicle, the two stabilizer halves 1, 2 rotate relative to each other and the rolling movement is buffered or damped by the rubber rod 3. The stabilizer assembly operates with a first spring characteristic due to the rubber rod 3 depending on the spring stiffness of the rubber rod 3. Typically, the cushioning or damping effect when using such torsion bars (also known as passive stabilizers) as spring elements is relatively low, i.e., road feedback and therefore rolling motion is less damped and therefore more noticeable and immediate to the vehicle occupants (than with active stabilizer assemblies).

Furthermore, it is possible to couple the two stabilizer halves 1, 2 such that they can be rotated relative to one another about the longitudinal axis A by means of a hydraulic actuator. This hydraulic actuator comprises a rotation-translation converter 4 arranged between the two stabilizer halves 1, 2 and connected to each of the stabilizer halves 1, 2 by a form-locking connection. The rotation-translation converter 4 converts the rotational movement (about the longitudinal axis A) of the stabilizer halves 1, 2 into a translational movement along the longitudinal axis A of an intermediate element 5 of the actuator. The intermediate element 5 is arranged between two working chambers 6, 7 filled with a working medium and connected to one another by a fluid-guiding connection 8, and separates them from one another. The passage cross-section of the fluid-guiding connection 8 can be actively changed by means of a valve 9. By means of a control unit, not shown here, the valve 9 can be actively controlled, in particular in an open-loop or closed-loop manner. It is also provided that the control unit controls the actuator, in particular by closing or opening the valve 9 in an open-loop or closed-loop manner. When the valve 9 is open, the actuator is actuated and the stabilizer operates with at least one second spring characteristic determined by the hydraulic damping of the actuator. The second spring characteristic has a higher damping level than the first load-deflection curve.

The maximum rotation angle of the two stabilizer halves 6, 7 depends on the tooth pitch of the rotation-translation converter 4 and thus on the translational characteristics of the intermediate element 5. This translational movement of the intermediate element 5 and the associated compression of the working medium in the working chambers 6, 7 can be used to adjust the force-displacement characteristics and spring constant of the stabilizer when the valve is open.

In FIG. 1, the valve 9 is closed, so that no exchange of working medium takes place between the two working chambers 6, 7. The two stabilizer halves 1, 2 are maximally coupled to each other, so that the stabilizer acts like a conventional torsion bar. The stabilizer has the force-displacement characteristics of a conventional one-piece stabilizer, in this case the spring constant of which is determined by the rubber rod 3. In FIG. 1, the force transmission path of the stabilizer assembly with the valve 9 closed is shown by the dashed line L1.

Figure 2 shows the stabilizer assembly of Figure 1, with the difference that the valve 9 is in the open position. When the vehicle undergoes a rolling movement, hydraulic exchange takes place between the two working chambers 6, 7 through the fluid guide connection 8. Depending on the load, one stabilizer half 1 rotates relative to the other stabilizer half 2 due to the outflow of the working medium from one of the working chambers 6, 7 to the other. The degree of torsional stiffness that occurs is determined by the tooth pitch of the rotation-translation converter 4 and the associated volumetric flow of the working medium into the working chambers 6, 7. When the valve 9 is open, the stabilizer is set softer, i.e. the two stabilizer halves 1, 2 can rotate relative to each other more easily than when the valve 9 is closed. In order to achieve the desired force-displacement characteristics of the stabilizer when the valve 9 is open, the geometry of the rotation-translation converter (in particular the geometry of its teeth) is configured accordingly.

The force transmission path or force flow through the stabilizer assembly when valve 9 is open is shown in Figure 2 by dashed line L2.

As already explained, instead of or in addition to the valve 9, a frequency-sensitive valve can also be provided in the fluid guiding connection 8 so that the damping action is set depending on the vibration frequency of the two stabilizer halves 6, 7.

When using (only) a frequency-sensitive valve as an alternative to valve 9 to change the passage cross-section of the fluid-guiding connection 8, no active control or active actuation or energization of the hydraulic actuator or the frequency-sensitive valve is required. The hydraulic actuator operates purely passively, i.e. without the need for external energy to actuate or operate the actuator. In this way, it is also possible to operate the stabilizer assembly with a variable spring characteristic or according to a variable characteristic curve without the supply of external energy.

Figure 3 shows a second embodiment of a stabilizer assembly according to the invention. The difference between the second embodiment and the first-mentioned embodiment shown in Figures 1 and 2 lies in the geometrical configuration. However, the functional configuration is the same as in the first exemplary embodiment. The spring element in Figure 3 is configured as a coil spring 30 non-rotatably connected to one stabilizer half 1. The coil spring 30 is here arranged such that its longitudinal axis or spring axis is parallel to or coincides with the longitudinal axis A of the stabilizer assembly. The two stabilizer halves 1, 2 are also connected to each other by a single rigid rod 10. The rod 10 is here not configured as a spring element.

In this case too, the actuator includes a rotation-translation converter 40, which converts the rotational movement of the stabilizer halves 1, 2 into a translational movement of the intermediate element 50 between the two working chambers 60, 70. In this case too, the two working chambers 60, 70 can be connected to one another via a fluid guiding connection 80. Again, a valve 90 is arranged in the fluid guiding connection 80, by means of which the stabilizer assembly can be switched from a first spring characteristic to a second spring characteristic.

When the valve 90 is closed, the spring force or damping of the stabilizer assembly depends primarily on the spring stiffness of the coil spring 30, in contrast to the first exemplary embodiment. When the valve 90 is open, the situation is the same as when the valve 9 of the first embodiment is open.

Of course, in this second embodiment, it is also possible to arrange a frequency sensitive valve instead of or in addition to valve 90 to provide variable spring characteristics.

In both embodiments, in addition to the valves 9, 90, it is also possible to provide frequency-sensitive valves in the mentioned or other fluid guiding connections 8, 80 of the stabilizer assembly.

Furthermore, preferably in both exemplary embodiments, it is provided that the switching between the first and second spring characteristics of the stabilizer assembly, i.e. the switching of the valves 9, 90, depends on external boundary conditions or on the set operating mode. Details of these boundary conditions are given in the description above.

In this way, a switchable semi-active stabilizer assembly can be provided in a simple manner without the need for an external pumping device or motor.

REFERENCE SIGNS LIST 1 stabilizer half 2 stabilizer half 3 rubber rod 4 rotation-to-translation converter 5 intermediate element 6 working chamber 7 working chamber 8 fluid guiding connection 9 valve 10 rod 30 coil spring 40 rotation-to-translation converter 50 intermediate element 60 working chamber 70 working chamber 80 fluid guiding connection 90 valve A longitudinal axis L1 force transmission path L2 force transmission path

Claims (9)

1. A stabilizer assembly for stabilizing a rolling motion of a vehicle, comprising:
First and second stabilizer halves (1, 2);
a spring element (3) for mechanically coupling the first and second stabilizer halves (1, 2) to be rotatable relative to one another about a longitudinal axis (A) so as to cause them to operate with a first spring characteristic;
a hydraulic actuator for hydraulically coupling the first and second stabilizer halves (1, 2) to be rotatable relative to each other about the longitudinal axis (A) to operate them with a second spring characteristic;
Equipped with
The actuator has at least two working chambers (6, 7) filled with a working medium and connected to one another by a fluid-conducting connection (8),
1. A stabilizer assembly, comprising: a transmission unit (4) configured such that a rotational movement of the stabilizer halves (1, 2) can be converted into a translational movement of an intermediate element (5) arranged between the two working chambers (6, 7), thereby enabling a volumetric flow of the working medium from one of the working chambers (6, 7) to the other of the working chambers (6, 7). The stabilizer assembly according to claim 1, wherein the valve (9) for varying the passage cross-sectional area of the fluid guiding connection (8) is adapted to be open, closed or partially closed, whereby the stabilizer assembly can operate with one or more additional spring characteristics. The stabilizer assembly of claim 2, wherein the valve (9) is closed in a non-energized state. The stabilizer assembly according to claim 2 or 3, wherein the valve (9) is a frequency-sensitive valve, and the passage cross-sectional area of the fluid guide connection (8) can be changed by the valve (9) depending on the vibration frequency of the stabilizer assembly, and the stabilizer assembly can operate with a variable spring characteristic. The stabilizer assembly according to any one of claims 1 to 4, wherein the spring element (3) is a torsion spring (3). A method for operating a stabilizer bar assembly according to any one of claims 1 to 5, comprising the steps of:
detecting a rolling motion of the vehicle;
- setting a first damping reference value and forming the fluid conducting connections (8) of the two working chambers (6, 7) such that the rolling movement is damped by the hydraulic actuator;
How to proceed. 5. A method for operating the stabilizer assembly of claim 4, comprising the steps of:
detecting a rolling motion of the vehicle;
- setting a first damping reference value and forming the fluid conducting connections (8) of the two working chambers (6, 7) such that the rolling movement is damped by the hydraulic actuator;
and actuating said damping hydraulically by means of said valve (9) of said fluid conducting connection (8) as a function of the vibration frequency of said stabilizer halves (1, 2). The method according to claim 6 or 7, further comprising the step of setting a second damping reference value and interrupting the fluid conducting connection (8) between the two working chambers (6, 7) so that the hydraulic actuator is deactivated and the rolling movement is supported by the spring element (3). The method according to any one of claims 6 to 8, wherein the first damper reference value is adjusted depending on the operating mode or further boundary conditions.

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